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15 different between the US and Europe. This has been addressed though with software-defined radio (SDR) strategies and the latest optimised processors from companies such as Cadence Design System’s Tensilica microprocessor division (see Platform one). However, at this stage the car makers have different ways of handling the data packets, which are encrypted for security. This is essential to prevent hacking of driverless cars, sending spoof data to perhaps re-route vehicles to a different destination or even create a crash. Security and safety are therefore key issues for the developers, and have to be managed throughout the system. Some manufacturers want to decrypt all the data packets coming into the car, and then act on them; others want to decrypt only high-priority packets. All this comms data has to be integrated with the local sensors as well. If the V2V or V2I data calls for an immediate stop, for example if it has been informed of a crash ahead and other cars are stopping sharply, then that command may have to be validated by cameras in the car to avoid the risk of spoof data disrupting the vehicle. The next stage is for a driverless vehicle to be able to take data from any of the V2V networks as well as the V2I infrastructure of the road, whether it’s public or private. All this requires significant, detailed technology agreements, says Smethurst. The Genivi project Taking on the role of promoting technology collaboration is perhaps a natural step for Smethurst, as a UK automotive engineer working in the German engineering heartland of Munich. During 11 years with Rover Group in the UK he was responsible for delivering many diverse projects, ranging from embedded electronics to information technology solutions, eventually becoming head of vehicle information systems at Rover Group. In 2000 he moved across to Rover’s owner BMW, and since 2009 he has been at the forefront of the Genivi Alliance, a collaboration between car component makers to develop open source standards for in-car entertainment and comms systems. As the infotainment console is also a candidate to host the central car controller through devices such as Nvidia’s X1 processor (see Platform one), and can also host the V2V and V2I comms systems, it makes sense to hand over the autonomous car programme to the head of the Genivi project, Smethurst says. The data coming in then has to be linked to the navigation system within this console, for example to offer a different route to avoid problems. All of this requires a huge amount of collaboration between the various hardware and software suppliers, he says. The growing demand for functionality such as all kinds of wireless connectivity, entertainment systems and secure comms networks is pushing development costs ever upwards, so Genivi’s approach is to allow OEM solutions to compete successfully with consumer solutions. That is spurring the use of standards to bring these together as non-competing functions in the car. In future, standards relevant to automotive infotainment will emerge from traditional routes such as the AUTOSAR software standard and as code from open community initiatives. The challenge is how to enable direct interoperability between automotive standards and open source ‘standards’ while still having the performance, functionality and security that is vital for driverless systems. But the technology collaboration goes further than that, Smethurst says. Maps, for example, are a key technology for a driverless system, so the accuracy of the map data becomes correspondingly more important. There are plenty of stories about GPS systems Graham Smethurst | In conversation Unmanned Systems Technology | Spring 2015 BMW has shown that an autonomous car can handle drifting in corners (Photos courtesy of BMW) Graham Smethurst